Internal-combustion engine.



E. 0. RICHARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAK. 13, 1908.

5 SHEETS-SHEET 1.

Patented Apr. 5, 1910.

Immune E. G. RICHARD. INTERNAL COMBUSTION ENGINE.

AP'PLIOATION FILED JAN.13,1908.

954,208. Patented A ia 5, 1910.

6 SHEETS-SHEET 2.

witnesses Inventor Imomens M QTNQAM.

E. O. RICHARD.

INTERNAL UOMBUSTION ENGINE.

APPLICATION FILED JAN. 13, 19"0'8.

954,208. Paten ed Apr.5, 1910.

5 SHEETS-SHEET 3.

witnesses inventor @fi/ 4/, W, L fmmab.

E. G. RIUHARD.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN.13, 1908.

Patented Apr. 5, 191.0.

fiSHEETS-SEEET 4 W i wiw m4 My L G Q\\\ E. C. RICHARD. INTERNALCOMBUSTION ENGINE. APPLIGAHON nun) JAN 13, x903v 954,208 Patented Apr.5, 1910.

E GHEETE-BHEBT 'III II.

I w: mor

witnesses We, a W. Mfld/ W Q am/firm EUGENE G. RICHARD, OF LANSING,MICHIGAN.

IN'FEBNAL-COMBUSTION ENGINE.

Application filed January 13, 1908.

Specification of Letters Patent.

Patented Apr. 5, 1910.

Serial No. 410,514.

To all whom it may concern:

Be it known that I, EUGENE C. RICHARD, a citizen of the United States,residin at Lansing, county of lngha n, State of Michigan, have inventeda certain new and useful Improvement in Internal-Combustion Engines, anddeclare the following to be a full, clear, and exact description of thesame, such as will enable others skilled in the art to Fig. 2, showingthe pistonat its upper dead center. Fig. 4, is a vertical section on theplantindicated by the line 4, 4, Fig. '1. Fig.

E llu-se massages and a )ertnres and the orts in the cylinder A, haveabout the relative 5, is a dia rannnatic view, showing the relativepositions of the two crank pins, Fig. 6, is a section on the line (i,(i, Fig. 2. Fig. 7, is a section on the line Y, 7, Fig. 3.

A, is the cylinder, provided with a waterjacket B; (l, is the crankcase; I), is the main shaft.

E. E, are crank disks upon the shaft D; F, is the crank pin; G, is theconnecting rod; H, is the piston; I, is the pin by which the connectingrod G, is pivoted to said piston.

J, is a crank disk on the outer end of a part of the main shaft D; K, isa crank pin on the disk J.-

L, is a dis lacing cylinder; M, is a piston adapted to t and reciprocatein the cylinder L; N, is a connecting rod joining the crank pin K, tothe piston M, in the usual case C, by a passage b; the exhaust port a,

a port d, connected through apassit e 0, with the upper end of thedisplacing cy inder I .tering therewith. mences to open the piston, M,is ascending a port f, connected with a carburetor f (F 1g. 1) and aport 9, through which atmospheric air is so plied to the crank case atthe upper end 0 the piston stroke.

The piston is, provided with the following described aperturesandpassages: a passage 3, concentrlc with said piston. and opening upwardthrough an annular extension 10, from the to) of the piston H, its lowerend being closed; a passage 2, extending from the lower end of thepassage 3, to the periphcry of the piston H; and an aperture 4,extending through the Wall of the extension .10, and communicating withthe passage 3,

above the passage 2. The extension 10, is of less diameter than thepiston H, and the bridge 5. above the aperture 4, does not extend outquite to the walls of the cylinder and there are partitions 7 invertical planes extending to the periphery of the piston ll, and to theWalls ofthe cylinder A, and serving to form extensions of the side wallsof the aperture 4 (Fig. (3). 6, is a passage formed in the lower end ofpiston H preferably in the shape of an annulargroove formed around theperiphery of said piston.

positions shown in the drawings so as to accomplish the followingobJects and secure the mode of operation hereinafter described.

hen the piston H, is approaching its lower dead center its upper andpasses over the exhaust port, 0, openlng an exhaust pas sage andallowing the pressure to escape from the cylinder A; as the said pistoncontinues to descend the exhaust port, a. is opened to a greater extentand the inlet port, a, which communicates \with the crank caseby apassage 1), is uncovdred allowing a scavenger charge of air to beprojected from the, ort a, through the aperture, 4, and up- War throughthe passage, 3, to the upper end of the cylinder A, where it isregularly deflected by the form of said cylinder at its upper end,indicated at A. As the piston continues still to descend the ports, a,and, c, are opened to a still greater extent and the port, (1, isopened'b the a erture, 2, regishen t e port, (Z, comand forces thecharge of air and vapor or gas (with which it has been su plied in amanner hereinafter described? through passages, 0, cl, and apertures, 2,into the assage, 3, and upward into the cylinder A, ormmg an explosivemixture in said cylinder. As the piston H, begins to ascend on itsreturn stroke, while the port, a, is still open, a small amount ofresidual gas is drawn from the cylinder A, above the bridge, 5, andbetween said bridge and the cylinder wall. The ports, a, 0, (Z, areclosed by the piston H, passing over them and the explosive charge iscompressed above said piston. Toward the upper end of the stroke of thepiston H, the groove, 6, registers with the port, d, and with the port,f, which comn'iunicates with a carbureter f, as indicated in Fig. 4. Thecarbure'ter is supplied with liquid fuel by a pi e f*. When the groove,6, communicates both with the port, d, and the ort, f, the piston M, isdescendin rapidy and draws in a rich charge of car ureted air, or airand gas, which is discharged into the cylinder A, above the piston Htoward the end of the power stroke as above described.

The above described engine secures an explosion at every revolution ofthe crank shaft; the products of combustion are swept out by a scavengercharge of air and an explosive mixture is supplied to the power cylinderunder conditlons that avoid dis- 0 arging the fuel at the exhaust ort.It is also evident that'there is very ittle or no negative work done bythe piston 'M. On its upstroke said iston be ins to discharge thecontents of t e cylin er L, at atmospheric pressure into the cylinder A,when at about 45 degrees from its lower dead center and communicationbetween the two cylinders is cut ed at about 135 degrees. During theremaining 45 degrees of the stroke the remaining contents of thecylinder L, are compressed, but are immediately rexpanded in thesucceeding 45 degrees at which point the cylinder L, is put intocommunication with the carbureter and this communication remains openfor about the succeeding 90 degrees. During the remaining 45 degrees ofthe stroke the char e in the cylinder L, is slightly expanded but isbrought back to atmospheric ressure at the end of the first 45 degrees 0the up-stroke when it again discharges its contents into cylinder A, atatmospheric pressure and temperature.

What I claim is:

1. In an internal combustion engine, the combination of a workincylinder, a piston adapted to reciprocate t erein, a source of airsupply, said cylinder being provided with a port through its wallcommunicating with said source of air supply and so located that itshall be uncovered by said piston at the end of the working stroke ofthe same, a second cylinder, a piston therein, a delivery passagebetween said cylinders always opening to the compression space 01 saidsecond cylinder, and terminatmg in a inder, so located that it shall beuncovered by the working piston at the end of the working stroke, saidpistons being so con nected that the piston in the second cylinder shallbe on its delivery stroke when the working piston uncovers said secondport, the arrangement being such that substan tially all the contents ofsaid second cylinder shall be delivered at atmospheric pres sure throughsaid second port, while the same is open, substantially as described,and means for supplying said second cylinder with gaseous fuel. I

2. In an internal combustion engine, the combination of a workincylinder, a piston adapted to reciprocate t erein, a source of airsupply, said cylinder being provided with a port through its Wallcommunicating with said source of air supply and so located that itshall be uncovered by said piston at the end of the working stroke ofthe same, a second cylinder, a piston therein, a delivery passagebetween said cylinders terminating in a second port in the wall of theworking cylinder so located that it shall be uncovered by the working.piston at the end of the working stroke, said pistons being so connectedthat the piston in the second cylinder shall be on its delivery strokewhen the working piston has uncovered said ports,

a third port in said Working cylinder communicating with a source ofgaseous fuel, the working piston being provided with a passage adaptedto connect said second and third ports during the intake stroke of thepiston in said second cylinder.

3. The. combination of a working cylinder, a piston therein, an annularprojection from the top of said piston of less diameter than saidcylinder, a port through said cylinder, a passage leading from theinterior of said annular projection to the periphery of said piston andadapted to register with said port, a passage through the wall of saidannular PIOJGCtlOIi, a second port-through said cyllnder adapted to beuncovered by said. piston, the passage through the wall of said annularprojectlon being so located that it shall come'opposite said second portwhen the latter is uncovered, means for opening an exhaust passagetoward the end of the working stroke, means for supplying a scavengingcharge to one of said ports and fuel to the other of said ports.

4. The combination of a Working cylinder, a piston therein, an annularprojection from the top of said piston of less diameter than saidcylinder, a port through said cylinder, a

passage leading from the interior of said annular projection to theperiphery of said piston and ada ted to register with said port, apassage t lrough the wall of said annular projection, a second portthrough said cylinder adapted to be uncovered by said second port in thewall of the working eyl piston, the passage through the wall of saidannular projection being; so located that it shall come opposite saidsecond port when the latter is uncovered; means for opening an exhaustpassage toward the end of the working stroke, means for suiplying ascavenging charge to the-second of said ports and fuel to the first ofsaid ports, a carburetor, athird port in said workin eylinder,a passagecomnnlnicating with said carburetor and said third ort, and a passage atthe lower end of said piston adapted to communicate with said first andthird ports at the end of the compression stroke of said piston.

5. In an internal combustion engine, the Working cylinder A, the supplycylinder L, ports a, f, d, in the walls of said working cylinder, :1cnrl'iureter connected with the port 1, a source of scavenging supplyconnected with the port a, said supply cylinder communicating with theport a, said piston being adapted to open the ports a, d, at the end ofthe Working stroke of said piston and to connect the ports d, f, at theend of the compression stroke of said piston for the purpose described.

6. In an internal combustion engine, a working cylinder A, a supplycylinder L, said cylinders being adjacent and having their axesparallel, orts a, f, d, in the walls of said working cy inder, acarbureter connected with the port 1, a source ofscavenging supplyconnected with the port a, said supply cylinder communicating with theport d, said piston being adapted to open the ports a, d, at the end ofthe working stroke of said piston and to connect the ports d, f, at theend of the compression stroke of said piston for the purpose described.

In testimony whereof I sign this specification in the presence of twowitnesses.

EUGENE C. RICHARD.

"Witnesses:

V. W. KNAPP, A. S. BEMUNT'I.

